Turbo system and method of installing

ABSTRACT

A turbocharger system for a combustion engine and method of installing a turbocharger system includes a turbocharger having an oil inlet configured for being coupled to a pressure side of an oiling system and an oil outlet, an exhaust inlet and outlet and an air charge inlet and outlet. An oil pump is connected to the oil outlet of the turbocharger and is further connected to the oiling system. A pressure driven check valve is coupled to the oil inlet of the turbocharger to prevent oil from flowing into the turbocharger when the pressure on the pressure side of the oiling system drops below a predetermined level. The turbocharger system also includes mounting hardware for mounting the turbocharger to an exhaust pipe and away from the engine and at or below the oil level of the oiling system. In one embodiment, the method of installing the turbocharger system includes removing an existing muffler from the vehicle and mounting the turbocharger in the location of the existing muffler.

BACKGROUND

[0001] 1. Field of the Invention

[0002] This invention relates generally to a turbo system used on acombustion-type engine for increasing the power of such an engine, andmore specifically, to a turbo system and method of installing a turbosystem on a vehicle, water craft, or other combustion-type, enginedriven device or vehicle.

[0003] 2. Background of the Invention

[0004] Turbo systems in the automotive industry have been available forseveral decades. During that period of time, there have been manyadvances in such turbo systems including ways to increase theirefficiency and increase their effect on engine horse power.

[0005] A turbocharger utilizes the energy in the exhaust gases of aninternal combustion engine to drive an impeller. The turbochargerconsists of two impellers on opposite sides of a common shaft. Oneimpeller in fluid communication with the exhaust gases of the enginefunctions as a fluid motor. The interaction of the flow and expansion ofexhaust gases passing through the turbine impeller causes rotation ofthe turbine impeller and thus rotation of the shaft of the turbocharger.The other impeller, or compressor impeller, acts as an air pump to drawin ambient air, increase its velocity and density and discharge it to apressure chamber where the energy is now higher than the energy in theambient air. This higher pressure air is then fed into the air intake ofthe engine to increase the air flow into the engine.

[0006] Typically, an oil line is attached to the turbocharger housing,and feeds into bearings along the central or intermediate portion of thecommon shaft. This oil is then gravity fed through a lower portion ofthe housing into a second line, which feeds into an oil reservoir, suchas the oil pan of a vehicle. As such, there is a continuous flow oflubricating oil to the bearings of the turbocharger to lubricate andthus extend the life of the bearings of the turbocharger. The oil isallowed to drain through an outlet of the turbocharger bearing housingback into the engine crankcase, which under non-accelerating conditions(e.g., when turbo shaft rpms are relatively low) may have close toatmospheric pressure conditions. Under boost conditions (e.g., whenturbo shaft rpms may be in excess of 100,000 rpms and heat is beingabsorbed by the bearings and oil) however, during boost, crankcasepressures are substantially increased. This increase in pressure lessensthe pressure differential between the inlet and outlet side of theturbocharger bearing housing, which in turn will decrease the flow ofoil through the turbocharger.

[0007] It is well known that build-up of pressure in the pressure of theoil leaving the turbocharger needs to be avoided. If the oil pressurebecomes great enough, some of the oil may enter the seal areaimmediately adjacent one or both of the impeller wheels and become mixedwith the hydraulic pathways associated with the impeller wheels. Anypressure build up or restriction of the oil outlet consequentlyrestricts inlet oil flow and results in a lower volume of lubricationacross the turbocharger bearings causing damage to the bearings andshaft of the turbocharger and eventually a turbocharger failure.

[0008] In a conventional turbocharger set up, the turbocharger is placedat or near the top of the oiling system which allows gravity to drainsubstantially all of the oil from the turbocharger and associatedfittings, oil inlet and outlet lines and hoses. This conventionalturbocharger installation method results in a “dry” condition uponengine startup. Thus, the turbocharger can begin spinning at relativelyhigh rpms without adequate lubrication until lubricating oil finallyreaches the turbocharger. Spinning the turbocharger without adequatelubrication can cause increased wear of bearings and other componentsand result in premature failure of the turbocharger.

[0009] Because of the well-known problems associated with oil pressurebuild up inside the turbocharger, there have been attempts in the art toprovide various methods of addressing this issue. For example, in U.S.Pat. No. 4,142,608, part of the high-pressure exhaust gas is permittedto escape through a bleed in a seal which is associated with the motorimpeller. Thus, according to the invention, the flow of oil is assistedbecause of the tendency of the bled exhaust gas to carry the exhaust oilin the same direction due to a pressure differential.

[0010] Consistent with the advances in turbocharger technology and theknown problems associated with any buildup of oil pressure of oilleaving the turbocharger, it is standard practice to mount theturbocharger next to the engine block well above the oil level tofacilitate unrestricted gravity draining of oil from the turbochargerback to the oil pan reservoir. In addition, because the turbocharger isconnected to the engine exhaust, the turbocharger is commonly mounteddirectly on or adjacent to the exhaust manifold so as to make theexhaust gas interconnection between the exhaust manifold and theturbocharger more easily connected. Because of the close proximity ofthe turbocharger to the exhaust manifold at a point where the enginegases are still extremely hot, the turbocharger receives engine gasesthat are still burning as they enter the turbocharger. Accordingly, theinternal temperatures of a turbocharger are typically close to those ofthe engines combustion chamber. Such heat surely shortens the life of aturbocharger, as heated components tend to wear more rapidly aslubricants are typically less effective at higher temperatures.

[0011] Conventional turbocharger installations are quite difficult dueto the lack of space under the hood of most modern vehicles. Installingan aftermarket turbocharger system into an already overcrowded enginecompartment most often necessitates the relocation of manyfactory-installed components to make room for the turbocharger system.Such relocation of equipment significantly adds to the expense ofconventional turbocharger installations. The addition of all of theseextra components and extra plumbing required to mount atraditional-turbocharger system under the hood severely overcrowds analready crowded engine compartment making it extremely difficult to dothe standard maintenance and any repair work required to keep thevehicle in good condition and greatly increases the labor costsassociated with any future maintenance or repairs needed to beperformed.

[0012] In addition, extreme under-hood temperatures are generated byturbochargers sometimes causing the cooling system of the vehicle toexceed its capabilities and require that a cooling system upgrade beperformed as well. Furthermore, these extreme under-hood temperaturescan effect various plastic and rubber engine and vehicle components bycausing them to fail. To prevent such overheating of auxiliarycomponents near the turbocharger, expensive heat shielding is addedaround the turbocharger. While protecting auxiliary componentssurrounding the turbocharger, such shielding compounds the temperatureof the turbocharger itself by preventing, to some extent, thedissipation of heat from the turbocharger. In point of fact,turbocharger temperatures can become so extreme during aggressivedriving conditions that the turbocharger bearings can be detrimentallyaffected unless the turbocharger is allowed to cool down for a period oftime with the engine idling before the engine is shut off.

[0013] Heating air causes air expansion, which creates a “falsepressure” (increase in pressure without an increase in air volume).Horsepower is lost at a ratio of approximately 1 HP per DegreeFahrenheit (within certain limits). In an attempt to combat high chargeair temperatures and the consequent horsepower losses which are a resultof extreme turbocharger temperatures, most typical turbochargerapplications utilize an intercooler mounted in front of the radiator.The intercooler removes excess heat from the intake charge air thatcomes out of the turbocharger compressor. The intercooled intake chargeadds additional power by providing cooler, denser air to the engine. Anintercooler, however, causes a restriction in the flow of charge aircreating a pressure differential across the intercooler. Accordingly,the compressor needs to make several pounds more boost than actuallyenters the engine to overcome the pressure drop across the intercooler.Moreover, compressing the air to a higher pressure causes furtherheating of the already hot air. Thus, the added demands on theturbocharger compressor further increase the operating temperature ofthe turbocharger.

[0014] As with the installation of a turbocharger, the installation ofintercooler components is expensive and sometimes difficult to mountbecause of their size and the limited space available in front of theradiator of modern vehicles. Many times, the only room to mount theintercooler is below the radiator (near the ground. This exposes theexpensive and fragile intercooler to damaging road debris that can clogand restrict the flow of the air through the intercooler, reducing itscooling capacity and efficiency.

[0015] The present invention of a turbo system overcomes theabove-discussed drawbacks of prior art turbo systems to provide a moreefficient, easier installing, and less expensive turbo systemalternative.

SUMMARY OF THE INVENTION

[0016] Accordingly, a remotely mountable turbo system is configured formounting along the exhaust of an internal combustion engine regardlessof whether the turbocharger is above, at or below the oil level of theoil reservoir of the engine. The turbo system is comprised of aturbocharger that is coupled to the engine exhaust. More specifically,as with a conventional turbocharger, the exhaust is coupled to theturbocharger so as to drive the turbine impeller of the turbochargercausing rotation of the compressor impeller.

[0017] As the compressor impeller spins, outside air is pulled into thecompressor and fed to the engine intake, throttle body or carburetor. Inorder to minimize debris entering the compressor, an air filter iscoupled to the air intake of the compressor. In one embodiment, the airfilter is located in a position where it will not be exposed to theelements that may otherwise require premature replacement of the airfilter once air flow is significantly restricted by the collection ofvarious particles and away from the heat of the engine.

[0018] In one embodiment, the oil for the turbocharger is suppliedthrough a high-pressure line from an engine oil pressure supply. The oilis then evacuated from the turbocharger via an oil pump. The oil pumpthen pumps the oil from the turbocharger back to the oil pan, crankcaseor other oil reservoir of the engine.

[0019] Remote mounting of the turbocharger of the present invention isto a large extent dependent upon the proper removal of oil from thebearing housing after it passes through the bearings. The pump of thepresent invention is capable of effectively pumping oil in all operatingtemperature ranges from the extreme cold of startup in winter to theextreme hot experienced during full boost conditions in the heat ofsummer. The pump has a near 100% duty cycle so that it can performeffectively during extended driving. The pump is compact, self containedand operable by an integral 12-volt DC motor for easy connection to avehicle's 12-volt electrical system. In one embodiment, the oil pump isa 12-volt gear pump.

[0020] The oil pump creates a “vacuum” or “suction” effect on the outletside of the turbocharger. Thus, a pressure differential is createdbetween the inlet and outlet sides of the turbocharger bearing housing.As such, a more free exchange or flow of oil is created (compared to thegravity fed systems of the prior art) through the turbocharger bearingsresulting in more efficient lubrication of the turbocharger bearings.

[0021] Use of an electric oil pump to pump oil from the turbochargeroutlet to the crankcase of the engine (for example), allows forinstallation of a turbocharger system in accordance with the presentinvention on engines that may not have an engine oiling system capableof handling a turbocharger or no oiling system at all. For example, sometwo stroke engines use oil mixed with the fuel to lubricate the engine.

[0022] In an alternative embodiment, use of an oil pump of the presentinvention on such engines is incorporated by also including a separateoil sump and oil cooler that will provide the turbocharger with its ownself-contained oiling system. Thus, the turbocharger of the presentinvention may be installed on virtually any gas or diesel poweredengine, even those where conventional turbo systems are not suitable oreven possible.

[0023] In one embodiment, the turbocharger is mounted at the location ofthe muffler of a conventional automobile. Because of the noise reducingeffects of the turbocharger, the muffler of the vehicle may becompletely replaced with the turbocharger. In the alternative, a smallersupplemental muffler may be coupled to the exhaust port of the turbineto further reduce exhaust noise. By mounting the turbocharger at thelocation of the stock muffler, modifications within the enginecompartment that may otherwise be required to create space for anengine-mounted turbocharger can be avoided. In most cases, theturbocharger installation of the present invention results in lesscrowding of the engine compartment than the stock vehicle before theinstallation, creating more access room to facilitate and lower thecosts of maintenance or repair work required to be performed on thevehicle. Furthermore, the space for the stock muffler is generallysufficient space for mounting of the turbocharger once the stock muffleris removed.

[0024] When mounting the turbocharger at the location of the stockmuffler, for example, the oil line into the turbocharger will mostlikely be below the oil level of the engine. As such, a check valve isinstalled in the oil feed line. For example, a 5 psi check valve willensure that the engine is running to prevent engine oil from draininginto the turbocharger when the engine is not running. When the engine isstarted, the oil feed line will pressurize and cause the check valve toopen as exhaust flows into the intake turbine. The use of the checkvalve to maintain oil between the engines oil pump and the turbochargercreates a “wet” condition upon startup which quickly lubricates theturbocharger upon engine startup. In a conventional turbochargerinstallation, the turbocharger is placed at the “top” of the oil systemwhich causes gravity to evacuate the lubricating oil from theturbocharger, fittings, lines, and hoses when the engine is turned off.Upon engine startup, prior art turbo systems can run for a period timein a “dry” state until oil is circulated back to the turbocharger. Thus,the turbocharger turbines and shaft can be spinning at high rpms withoutproper lubrication effecting bearing and shaft life of the turbocharger.

[0025] In another embodiment, a wastegate valve is coupled to theexhaust prior to entry into the turbine. The wastegate opens with boostpressure to bypass exhaust around the turbocharger to slow the turbineimpeller and thus control boost. Without the wastegate, the compoundingeffect of the exhaust with boost could cause the boost pressure to riseexponentially with engine rpm. Smaller turbine housings produce adequateboost at lower rpms but produce uncontrollably high boost at high rpms.Larger turbine housings produce little or no boost at lower rpms, butefficient boost at higher rpms. The wastegate allows use of smallerturbine housings to obtain low rpm boost and power while controlling theboost limit as rpm increases to prevent the compounding effect thatcould otherwise occur as engine rpm increases.

[0026] By mounting the turbocharger away from the exhaust manifold ofthe engine, the temperature of the exhaust can be significantlydecreased before it enters the turbocharger. Heat is a major drawback ofconventional turbocharger systems. The restriction of the exhaust flowcauses excess heat to build up in the exhaust system. Since theturbocharger turbine and compressor are integrally connected, much ofthis excess exhaust heat is transferred from the turbine side to thecompressor side and consequently into the compressor intake air. Suchheat transfer significantly reduces the efficiency of the turbocharger.

[0027] As it is typical to mount turbochargers directly onto the exhaustmanifold of the engine, the exhaust entering the turbocharger isextremely hot and often still “flaming,” causing extreme turbochargertemperatures. Conversely, mounting the turbocharger at the rear of thevehicle according to the present invention, allows the exhaust heat todissipate as it flows through the exhaust system which cools down andstabilizes the gases before they enter the turbine. This greatly reducesthe turbocharger temperature thereby increasing the consistency of theflow of gases through the turbocharger, and ultimately, the turbochargerperformance and efficiency. Furthermore, mounting the turbocharger underthe vehicle instead of under the hood where temperatures sometimesexceed 300 degrees Fahrenheit, as is the conventional mounting location,allows a higher volume of cold air to circulate around the turbochargerand related exhaust components to increase the cooling of thesecomponents. Such cooler turbocharger temperatures create less stress onthe bearings of the turbocharger and related components as well as lessheat effects on the engine oil and less heat transfer from the turbineto the compressor, ultimately, producing a cooler charge air.

[0028] Because of the ability to mount the turbocharger of the presentinvention at a location away from the engine at a downstream point alongthe engine exhaust pipe, the entire system operates at coolertemperatures than an engine mounted turbo system. Specifically, both theexhaust gases entering the turbocharger of the present invention and thecompressed air charge exiting the turbocharger are cooler intemperature. The turbo system of the present invention produces its own“intercooling effect” by cooling down the already cooler than normalintake charge of air via heat dissipation produced by the extensivecharge air duct surface area. Unlike a traditional intercooler, theturbo system of the present invention does not create a pressuredifferential to achieve the intercooling effect and thus does notrequire the turbocharger to increase boost pressure to compensate forthe pressure drop across a conventional intercooler.

[0029] In addition, with the remote mounting of the turbocharger of thepresent invention, as for example under the vehicle where there is ampleroom, the expensive major modifications often necessary to create spaceunder the hood in the engine compartment are significantly, if nottotally, eliminated. Consequently, the elimination of these majormodifications and added equipment under the hood dramatically lowers thecost of the installation and greatly reduces the costs of futuremaintenance and repair work required.

[0030] Moreover, remote mounting of the turbocharger of the presentinvention also has the result of a larger volume of engine oil. That is,engine oil contained in hoses, tubing, fittings and the pump providesadditional oil to the oil system of the vehicle, reducing the frequencywith which the engine oil has to pass through the turbocharger andengine components that primarily effect the lubricating capabilities ofthe oil. Moreover, the oil lines to and from the turbocharger functionas engine oil coolers to lower the temperature of the engine oil, whichin turn help to further cool the temperatures of the turbocharger,related components, and ultimately the intake air charge.

[0031] In one embodiment of the invention, a check valve is disposedbetween the engine oil source and the turbocharger near theturbocharger. The check valve creates a “wet” condition upon start upwhich allows rapid lubrication of the turbocharger upon engine start up.

[0032] In another embodiment, a pump controller is provided to helpmatch the speed of the pump to the oil removal needs of theturbocharger. That is, as oil pressure within the system increases withincreased engine rpm, more oil will enter the turbocharger. At lowerengine rpms, the oil removal requirements for the pump are decreasedwith the decrease of oil pressure on the pressure side of the vehicle'soiling system. Because a pump in accordance with the present inventionmay produce pump noise during operation, the controller cansignificantly reduce such pump noise when engine rpms are relativelylow, and increase the pump speed as needed along with engine speed.Furthermore, the noise produced by the increased engine speed from theengine itself will help drown out or overcome the noise produced by thepump at such higher engine rpms.

BRIEF DESCRIPTION OF THE DRAWINGS

[0033]FIG. 1A is a side view of a first embodiment of a turbochargersystem in accordance with the principles of the present invention;

[0034]FIG. 1B is a side view of a remotely mounted air filter inaccordance with the principles of the present invention;

[0035]FIG. 1C is a side view of a boost control system to regulate thespring rate and pressure of a wastegate from inside the vehicle whiledriving in accordance with the principles of the present invention;

[0036]FIG. 2A is a bottom view of a factory installed muffler, installedto the underside of a vehicle;

[0037]FIG. 2B is a bottom view of a second embodiment of a turbochargersystem mounted in the location vacated upon removal of the mufflerillustrated in FIG. 2A in accordance with the principles of the presentinvention;

[0038]FIG. 3A is a schematic flow diagram of a first embodiment of amethod of installing a turbocharger system in accordance with theprinciples of the present invention;

[0039]FIG. 3B is a continuation of the schematic flow diagramillustrated in FIG. 3A illustrating a method of installing aturbocharger system in accordance with the principles of the presentinvention;

[0040]FIG. 4A is a side view of an oil pump, pressure switch, and alarmsystem in accordance with the principles of the present invention;

[0041]FIG. 4B is a side view of a pressure switch and two-way valvesystem to control PCV functions in accordance with the principles of thepresent invention; and

[0042]FIG. 5 is a partial side view of a third embodiment of aturbocharger system in accordance with the principles of the presentinvention.

DETAILED DESCRIPTION

[0043] Referring to FIG. 1A, a turbocharger system, generally indicatedat 10, for use with a combustion engine (not shown), is comprised of aturbocharger 12 having an oil inlet-14 configured for being coupled tothe pressure side 16 of the oil pump 75 of an oiling system 18; and anoil outlet 20. The turbocharger 12 also includes an exhaust inlet 22 andoutlet 24 on the turbine and an ambient air inlet 26 and a charge airoutlet 28 on the compressor. An oil pump 30 in fluid communication withthe oil outlet 20 is configured for being in fluid communication withthe oiling system 18. A pressure driven check valve 32 is coupled to theoil inlet 14 of the turbocharger 12 and in fluid communicationtherewith. The check valve 32 is configured to prevent the flow of oilfrom the pressure side 16 of the oiling system 18 into the turbochargerwhen the pressure on the pressure side 16 of the oiling system 18 dropsbelow a predetermined level. For example, a 5-psi check valve will closewhen the pressure on the pressure side 16 drops below 5-psi, indicatingthat the engine has been shut off. The outlet 36 of the check valve 32is positioned above the oil inlet 14 of the turbocharger 12 and theinlet 38 of the oil pump 30 is positioned preferably but not necessarilybelow the oil outlet 20 of the turbocharger 12. This ensures that oilentering the turbocharger system 10 from the pressure side 16 of theoiling system 18 is allowed to freely flow into and out of theturbocharger 12 during turbocharger operation. This system also preventsgravity from draining any residual oil contained within the engine oroil pressure lines connected to the turbocharger 12 when the system isoff. This prevents the possibility of a “dry” start-up condition.

[0044] As will be discussed in more detail, the turbocharger system 10may be mounted relative to the vehicle with variously configuredmounting hardware depending upon the type of vehicle and the mountinglocation. In any event, the turbocharger system 10 of the presentinvention is configured for mounting to an existing exhaust pipe 34 of avehicle; away from the engine (not shown) and at or below the oil levelL of the oiling system 18. As will be described in more detail, in oneembodiment of the present invention, the hardware for mounting theturbocharger is configured for mounting the turbocharger 12 at thelocation of a vehicle's existing muffler.

[0045] The turbocharger system 10 also includes an air filter 40 forproviding clean air into the compressor side of the turbocharger 12through the air charge inlet 42. The air filter 40 provides clean airinto the turbocharger 12 and thus through the ducting 44 that leads intothe intake manifold (not shown) of the engine. Likewise, as will beshown in more detail, the air filter 40 may be positioned at a moreremote location, such as in the fender well of a vehicle, and connectedto the air charge inlet 42 through various ducting. By locating the airfilter in a location that is at least partially isolated from roaddebris and other environmental elements, the useful life of the airfilter can be prolonged.

[0046] As illustrated in FIG. 1B, an air filter 40′ is coupled tovarious ducting 41 and mounted within the fender well 43 of the vehicle45. In many modern vehicles, a plastic liner 47 is positioned within thefender well to at least partially prevent debris gathered by thevehicle's tire 49 from entering the space 51 above the liner 47. Assuch, this space 51 is adequate for positioning of the air filter 40′while keeping it at least partially isolated from road debris. Thislocation also provides relatively easy access to the air filter 40′ whenreplacement of the filter 40′ with a clean one is desired.

[0047] Referring again to FIG. 1A, a wastegate 50 is coupled between thevehicle exhaust line 34 coming from the exhaust manifold (not shown) ofthe engine and the exhaust 52, which is coupled to the exhaust outlet 24of the turbocharger 12. Boost pressure of the air charge line 44 isprovided to the wastegate 50 through boost pressure line 54. Thus, thewastegate 50 is provided to control the boost pressure of theturbocharger 12. The wastegate 50 opens the line 56 between the manifoldexhaust line 34 and the turbocharger exhaust line 52 according to theboost pressure in the air charge line 44.

[0048] As further illustrated in FIG. 1C, the wastegate 50 is controlledby a wastegate control system comprising a two-way valve 502 and apressure regulator 504 coupled by pressure hoses to pressure hose 508which is in fluid communication with boost pressure of the aircharge-tube. The switch 510 may be mounted inside the vehicle allowingaccess from the driver's seat (not shown). Switch 510 supplies voltageto valve 502 which then switches to allow set regulated air pressure toassist wastegate spring pressure and raise boost pressure of wastegate50. The wastegate controller allows the wastegate 50 to be adjusted frominside the vehicle (“on the fly”). The wastegate 50 opens to bypass theexhaust when internal spring pressure is overcome by boost pressure.This internal spring can be changed to provide different ranges of boostpressures. By assisting the spring with regulated boost pressure more orless “spring pressure” can be added to increase or decrease boostwithout changing the wastegate spring.

[0049] Again, in reference to FIG. 1A, the opening of the wastegate 50and thus the line 56, allows exhaust (indicated by the arrow) to bypassthe turbocharger 12. As such, the turbine impeller will be slowed, thusslowing the rotation of the compressor impeller 60 and decreasing boost.Without the wastegate 50, the compounding effect of the exhaust withboost would cause the boost to rise exponentially with engine speed orrpm.

[0050] While smaller turbocharger turbine housings produce boost atlower rpms, they also often produce uncontrollably high boost at highengine rpms. Larger turbocharger turbine housings, on the other hand,produce little or no boost at lower rpms, but efficient boost at higherrpms. The wastegate 50 allows use of smaller turbocharger turbinehousings to obtain low rpm boost and power while controlling the boostlimit as rpm-increases to prevent the compounding effect that wouldotherwise occur as engine rpm increases.

[0051] As illustrated in FIG. 1A, the oiling system 18 may be the oilingsystem for lubrication of the vehicle's engine or a separate oilingsystem 18 that is provided to supply oil to the turbocharger 12,separate and apart from the vehicle's oiling system. The oil pump 30 isin fluid communication with the oil outlet 20 of the turbocharger 12 andthe oil inlet of the oil pump 30, and as previously discussed, is nearthe oil outlet 20 of the turbocharger so that oil fed to theturbocharger 12 can be evacuated out of the turbocharger 12 into the oilpump inlet 38. In the illustrated embodiment, the oil pump 30 is anelectric oil pump, such as a 12 volt electric gear pump capable ofpumping 3 gallons/minute oil flow and continuous use. The terminal 62 iscoupled to the ignition of the vehicle through voltage controller 63 toregulate the speed, volume, and noise output of the pump 30. Terminal 64is coupled to the ground of the vehicle. Thus, when the vehicle'signition is turned to an on position and the engine is running, the pump30 will also turn on.

[0052] The pump controller 63 matches the speed of the pump 30 to theoil removal needs of the turbocharger 12. That is, as oil pressurewithin the system increases with increased engine rpm, more oil willenter the turbocharger 12. At lower engine rpms, the oil removalrequirements for the pump 30 are decreased with the decrease of oilpressure on the pressure side of the vehicle's oiling system. When usinga gear pump in particular, the pump 30 will produce cabin noise duringoperation, the pump controller 63 can significantly reduce such pumpnoise when engine rpms are relatively low, and increase the pump speedas needed along with engine speed. Furthermore, the noise produced bythe increased engine speed from the engine itself will help drown out orovercome the noise produced by the pump 30 at such higher engine rpms.It should be noted that while an electrical gear pump is discussed withreference to FIG. 1A, those of skill in the art will appreciate thatother pumps may be employed in accordance with the principles of thepresent invention.

[0053] A pressure switch 66 is coupled to the oil inlet 38 to the oilpump 30 to monitor oil pressure within the oil line 68 coming from theoil outlet 20 of the turbocharger 12. The pressure switch 66 is providedto detect pressure rise within the oil line 68 that would indicate amalfunction of the oil pump 30 in that oil pressure would be building inthe oil line 68 and ultimately within the turbocharger. The pressureswitch 66 is coupled to audible and visual alarms 70 and 72,respectively, (powered by the vehicle's battery through wire 73)positioned to warn an operator of the vehicle that there is amalfunction in the system 10. The operator can then choose to disengagethe turbocharger system 10 from operation, thus preventing any damagethereto.

[0054] Oil pumped by the oil pump 30 is pumped through feed line 74 andinto the oil reservoir 76 of the oiling system 18 through a speciallyconfigured oil cap 78 configured for receiving and maintaining the feedline 74 relative thereto. It should be noted that while the oilingsystem 18 is simplistically depicted in FIG. 1, those of skill in theart will appreciate that oiling systems, such as those providedin-automobiles are comprised of various complex components to provideadequate lubrication to the engine components of the automobile.

[0055] A water injection system 80 coupled to the air charge line 44 isprovided to help cool the air charge before entering the intake manifold81 to prevent detonation. The mist 89, which may be comprised of wateror a water/alcohol mixture, atomizes in the intake manifold 81 andcauses an evaporative cooling effect to lower intake air temperaturesand lower combustion temperatures. The water injection system 80includes a pressure switch 82, such as a 5 psi pressure switch to detectpressure within the charge air tube 44 before injecting water. Theinjection system 80 also includes a water reservoir 84 with ahigh-pressure pump 85 for injecting and various tubing 86 for couplingthe system 80 to a spray injector 88.

[0056] As illustrated in FIGS. 2A and 2B, a turbocharger system 100, inaccordance with the principles of the present invention, is configuredto be mounted within the space 102 provided in the underside of thevehicle normally provided to house at least a portion of the muffler104. By removing the muffler 104, the turbocharger system 100 can becoupled to the exhaust line 106 coming from the exhaust manifold of thevehicles engine at a location remote from the engine compartment of thevehicle. In addition, such remote mounting virtually eliminates the needfor reconfiguring engine compartment components to accommodate theturbocharger system 100 of the present invention.

[0057] Because of the muffling effects of the turbocharger 108, themuffler of the vehicle may be completely eliminated and replaced withthe turbocharger 108. In the alternative, a supplemental, yet smaller,muffler 110, such as a “performance muffler,” may be coupled to theexhaust port 112 of the turbine 114.

[0058] When mounting the turbocharger 108 at the location of the stockmuffler 104, the oil line 116 into the turbocharger 108 will typicallybe below the oil level of the engine's oiling system (not shown). Assuch, as previously described, the check valve and oil pump are providedto regulate oil into and out of the turbocharger 108 to ensure a freeflow of oil through the turbocharger 108 when the turbocharger 108 is inoperation.

[0059] Thus, when the engine is started, the oil feed line willpressurize and cause the check valve to open as exhaust flows into theturbine 118. The use of the check valve to maintain oil between theengines oil pump and the turbocharger creates a “wet” condition uponstart-up which quickly lubricates the bearings (not visible) of theturbocharger 108 upon engine startup.

[0060] The turbocharger system 100 is mounted relative to the vehicle12-0 with various mounting hardware, such as brackets 122 and 124 tocouple the turbocharger 108 to the underside of the vehicle 120.

[0061] The basic steps of a method 200 of installing such a turbochargersystem to a vehicle-as illustrated in FIG. 3A and 3B. The method ofinstalling includes the steps of removing 210 an existing muffler of thevehicle and mounting a turbocharger system in accordance with thepresent invention in its place. Once the existing muffler is removed, anexhaust inlet of the turbocharger is mounted or coupled 212 to theexhaust system of the vehicle at a location at or below the oil level ofthe vehicle. An exhaust outlet of the turbocharger is coupled 214 towhat is commonly referred to as a “tail pipe.” The oil inlet of theturbocharger is coupled 216 to a pressure side of the vehicle's oilingsystem. The oil outlet of the turbocharger is coupled 218 to the oilreservoir of the oiling system at a position above the oil level. An aircharge outlet of the turbocharger is coupled 220 the air intake of thevehicle, whether that be a throttle body, etc.

[0062] An oil pump is coupled 222 between the oil outlet of theturbocharger and the reservoir side of the oiling system of the vehicle.The oil pump is positioned near the turbocharger so that oil flowinginto the turbocharger for lubrication of its bearings can freely flowout of the turbocharger without any build up of back pressure. A checkvalve is coupled 224 to the oil inlet of the turbocharger. As previouslydiscussed, the check valve is provided to regulate flow of oil into theturbocharger only when there is pressure in the oiling system of thevehicle to which the check valve is connected, indicating that theengine is running.

[0063] As further illustrated in FIG. 3B, the method 200 of installingthe turbo system further comprises coupling 226 an air filter to the aircharge inlet of the turbocharger. This may include positioning 228 theair filter at a location that is relatively isolated from road debris orother contaminants, such as weather elements. In such positioning 228,it may be desirable to position 230 the air filter in the fender well ofthe vehicle.

[0064] The method 200 further includes coupling 232 a wastegate betweenthe exhaust system of the vehicle at a location before the exhaust inletof the turbocharger and a tail pipe of the vehicle.

[0065] The method 200 further comprises coupling 234 a water injectionsystem to the turbocharger for injecting water into the flow of gasesexiting the turbocharger compressor to cool the intake charge and reducecombustion temperatures.

[0066] In addition, the method 200 may include providing 236 a modifiedengine oil fill cap with fittings to couple to an oil return lineextending between the oil pump and the fill cap.

[0067] Thus, in summary, the vehicle exhaust system is removed from themuffler to the rear of the vehicle, while leaving any emission equipment(such as the vehicles catalytic converter) in place. A new exhaustsystem with the turbocharger is installed into the stock mounts andexhaust flanges. The oil pressure sending unit of the vehicle is removedand reinstalled with a T fitting and an oil pressure line. The oilpressure line is extended to the turbocharger with a check valveinstalled at the turbocharger. An electric oil pump is mounted to theframe of the vehicle near the turbocharger. Oil return hoses andfittings run from the turbocharger outlet to the oil pump inlet so thatthe oil is evacuated from the turbocharger by the oil pump. An oil pumpoutlet hose is extended back to the engine into an engine oil fill cap.

[0068] An electrical harness is installed to the battery, ignitionpositive or fuel pump positive, ground and oil pump. The stock air boxand ducting to the throttle body is removed. Ducting is installed fromthe turbocharger to the engine's intake manifold throttle body. Thevehicles Mass Air Flow sensor (if applicable) is plumbed inline in theduct or removed and installed into a custom tuned duct piece. A PCV(Positive Crankcase Ventilation) vent filter is installed in the PCVhose if the O.E. design is plumbed into the stock air box). If the stockPCV hose is plumbed into “Metered” air, this hose is then plumbed intothe charge air tube (after the MAF sensor) with an inline 2-way valveoperated via a pressure switch. A pressure hose is installed from thecharge air duct, intake manifold, or exhaust in front of turbocharger tothe fuel pressure regulator (depending on fuel pressure requirements).Finally, the vehicle is tested for proper tuning, fuel mixture anddriveability.

[0069] It should be noted that while the method 200 is shown anddescribed in a particular order, those of skill in the art willappreciate that the various components of the turbocharger system of thepresent invention may be installed in any desirable order.

[0070] Referring now to FIG. 4A, there is illustrated an electric oilpump 300 in accordance with the present invention. Coupled to the pump300 is a pressure switch 304 coupled to a warning indicator or alarmsystem 306 which is located as to be seen or heard by the driver. Alsocoupled to the pump 300 is a variable voltage controller 302 used toslow down the oil pump 300 at low speeds and on start-up. Such avariable voltage controller 302 is particularly useful when using a gearpump; as such gear pumps are inherently very noisy and thus audiblydetectable within the vehicle. The variable voltage controller 302varies the voltage to the pump 300, and thus its operational speeddepending upon the oil removal demands of the turbocharger. That is,when oil flow requirements are low, as at low engine rpm, the pump isslowed to eliminate virtually all of the typical noise associated withoperation of the pump. Conversely, when oil flow requirements are high,the speed of the pump is increased to adequately pump all of the oildraining from the turbocharger back to the oil system of the vehicle. Atsuch high oil flow periods, the engine is typically making such noisethat the typical noise generated by the pump is not noticeable.

[0071] Illustrated in FIG. 4B is the use of a two-way valve 306 operatedby the pressure switch 304 connected to air charge tube 308. The valve306 allows the PCV (Positive Crankcase Ventilation) system (port A) todraw metered air in through the crankcase (not shown) and back into theintake manifold (port B) (emissions equipment) (not shown). To preventboost pressure from entering the crankcase under boost conditions, thetwo-way valve is vented to the atmosphere (port C) when switch 304detects boost pressure in tube 308. Thus, the PCV system will notpressurize the crankcase at WOT or under boost conditions. The valvealso allows the crankcase to still be vented and prevents pressurizingof crankcase which can cause oil leakage and gasket and seal failures.

[0072] As illustrated in FIG. 5 is a system 400 for raising the fuelpressure to meet the higher fuel demands of the turbocharger system inaccordance with the present invention that can exceed the stock fuelsystem. Most turbocharger systems often use boost plumbed into a fuelpressure regulator to raise the fuel pressure at a 1:1 ratio with boostincreases. Such systems usually work fine for low boost applicationsover most of the rpm range. With higher boost applications, however andhigher rpm ranges, however, it is usually necessary to change the O.E.fuel system components and upgrade them with higher pressure and flowfuel pumps and injectors or even a FMU (fuel management unit). Suchafter-market fuel system components are relatively expensive and thussignificantly increase the cost of installing a turbocharger system.

[0073] In accordance with the present invention, exhaust pressure isplumbed with tubing 402. The exhaust pressure is plumbed from a locationin front of the turbocharger 404 to a fuel pressure regulator 406 whichwill exponentially increase the fuel pressure in the higher boost andrpm ranges by adding air pressure to the spring side of the regulatordiaphragm to increase the spring rate. When the boost pressure is around7 psi and rpms are above 4000, exhaust pressure can exceed 20 psi. Thus,instead of raising the fuel pressure by 7 psi, the system 400 can raisethe fuel pressure by 20 psi and utilize the full potential of the stockfuel system.

[0074] The turbocharger system of the present invention may also includevarious other components, that while not necessarily required foroperation, do add various feedback to the operator to ensure that thesystem is operating properly. For example, the oiling system alarmillustrated in FIG. 1, which may include various audible and visualalarms. The alarm can warn the driver of an oil pump or system failure.If the oil pump were to fail, oil would not exit the turbocharger. Hightemperatures and turbine rpms would then cause the oil to bake andcarbonize, eventually causing turbine bearing and/or shaft failure.

[0075] Likewise, a vacuum/boost gauge may be provided by coupling to theengine intake manifold with a pressure line. The gauge would tell thedriver if the engine is under vacuum or boost and the pressures, plus orminus.

[0076] A pyrometer gauge with exhaust probe and mounting hardware mayalso be provided. This gauge would relay the temperature of the exhaustexiting the engine to the driver. Under certain extended boost periods(e.g., pulling trailers or long steep grades), exhaust could reachtemperatures high enough to damage components. Thus, by knowing thetemperature, the driver could adjust driving conditions to regulate theexhaust temperature and prevent potential damage.

[0077] An air/fuel gauge with oxygen sensor and various wiring andhardware for mounting could also be provided. The gage would allow thedriver to see how “rich” or “lean” the engine's fuel system isoperating. Fuel mixture is important to turbocharger operation. If thefuel mixture is lean, high fuel mileage can result, but can bedetrimental during boost conditions. Thus, the mixture gauge can warnthe driver if possible fuel system problems are in progress before theycause engine damage. While such effects are gradual and occur over time,such damage may not be noticeable to the driver until major damage iscaused. Thus, the mixture gauge can help the driver to prevent suchincremental damage from occurring.

[0078] A transmission temperature gauge may also be a good addition tomake sure that the transmission temperature does not exceed maximumoperating temperatures that may otherwise damage transmissioncomponents. Because turbo systems allow drivers to have more power andpull larger loads at higher speeds and in higher gears or with tallertires, such conditions put additional stresses on transmissioncomponents, which could result in a transmission failure.

[0079] Other components may also be added such as a performance mufflerfor adding additional noise reduction to the vehicle's exhaust.Likewise, a performance mandrel bent tail pipe with mounting hardwaremay also be provided. In addition, a heat shield and variousinstallation hardware may be provided around the turbocharger to protectsurrounding components from heat from the turbocharger. Such shields maybe formed from custom bent and formed sheet metal and are installed withvarious mounting hardware.

[0080] Those of skill in the art will appreciate, after an understandingof the present, invention, that various modifications to the presentinvention may be made without departing from the spirit and scopethereof. For example, there may be various location points at which itmay be advantageous to install the turbocharger system depending uponthe type and/or configuration of the vehicle to which the turbochargersystem is being installed. Moreover, there may be other accessories notspecifically mentioned that are known in the art that may be added tothe turbocharger system. In addition, it is to be understood that theabove-described embodiments are only illustrative of the application ofthe principles of the present invention. Numerous modifications andalternatives may be devised by those skilled in the art, includingcombinations of the various embodiments, without departing from thespirit and scope of the present invention. The appended claims areintended to cover such modifications, alternative arrangements, andcombinations.

What is claimed is:
 1. A turbocharger system for a combustion engine,comprising: a turbocharger having an oil inlet configured for beingcoupled to a pressure side of an oiling system and an oil outlet, anexhaust inlet and outlet and an air charge inlet and outlet; an oil pumpin fluid communication with the oil outlet and configured for being influid communication with the oiling system; a pressure driven checkvalve in fluid communication with the oil inlet to prevent oil fromflowing into the turbocharger when the pressure on the pressure side ofthe oiling system drops below a predetermined level; mounting hardwarefor mounting the turbocharger to an exhaust pipe and away from theengine and-at or below the oil level of the oiling system.
 2. The systemof claim 1, wherein said oiling system is the oiling system of thevehicle for engine lubrication.
 3. The system of claim 1, furthercomprising hardware for mounting the-turbocharger at the location of avehicle's existing muffler.
 4. The system of claim 1, wherein an outletof said check valve is positioned above said oil inlet of saidturbocharger and an inlet of said oil pump is positioned near said oiloutlet of said turbocharger.
 5. The system of claim 1, furthercomprising an air filter coupled to the air charge inlet of theturbocharger.
 6. The system of claim 5, further comprising ducting forcoupling said air filter to said turbocharger at a location away from anengine compartment of the vehicle, the location being relativelyisolated from road debris.
 7. The system of claim 6, wherein saidducting is configured to mount said air filter in a fender well of avehicle.
 8. The system of claim 1, further comprising a wastegatecoupled between an exhaust system of the vehicle at a location beforethe exhaust inlet of the turbocharger and a tail pipe of the vehicle. 9.The system of claim 10, further comprising a water injection systemcoupled to the charge air tube for injecting water into the flow-ofgases exiting the turbocharger compressor to cool the charge air andcombustion temperatures.
 10. The system of claim 1, further comprising awastegate control system for regulating boost pressure.
 11. The systemof claim 1, further comprising a pump controller for varying the speedof the pump according to engine speed.
 12. A method of mounting aturbocharger to a combustion engine driven vehicle, comprising; mountingan exhaust inlet of a turbocharger to the exhaust system of the vehicleat a location at or below the oil level of the vehicle at a remotelocation away from the engine compartment, the turbocharger also havingan oil inlet and an oil outlet coupled to an oil system, an exhaustoutlet coupled to the exhaust of the vehicle and an air charge outletcoupled to the air intake of the vehicle and an air charge inlet; andcoupling an oil pump between the oil outlet of the turbocharger and areservoir side of an oil system.
 13. The method of claim 12, furthercomprising removing an existing muffler from the vehicle and mountingthe turbocharger in the location of the existing muffler.
 14. The methodof claim 12, further comprising installing a check valve between theturbocharger oil inlet and the pressure side of the engines oil system.15. The method of claim 12, further comprising positioning an inlet tothe oil pump near the oil outlet of the turbocharger.
 16. The method ofclaim 12, further comprising coupling an air filter to the air chargeinlet.
 17. The method of claim 16, further comprising installing the airfilter at a location away from an engine compartment of the vehicle, thelocation being relatively isolated from road debris.
 18. The method ofclaim 17, wherein said location is a fender well of the vehicle.
 19. Themethod of claim 12, further comprising coupling a wastegate between theexhaust system of the vehicle at a location before the exhaust inlet ofthe turbocharger and a tail pipe of the vehicle.
 20. The method of claim12, further comprising coupling a water injection system to theturbocharger for injecting water into the flow of gases exiting theturbocharger to cool the charge air and combustion temperatures.
 21. Themethod of claim 12, further comprising providing a modified engine oilfill cap with fittings to couple to an oil return line extending betweenthe oil pump and the fill cap.
 22. The method of claim 12, furthercomprising providing a wastegate control system for regulating boostpressure.
 23. The method of claim 12, further comprising providing apump controller for varying the speed of the pump according to enginespeed.
 24. A turbocharger installation kit for combustion engine,comprising: a turbocharger; a pump; first exhaust plumbing for couplingthe turbocharger to an existing exhaust system of a vehicle proximatethe location of an existing muffler of the vehicle; an oil supply linefor coupling to the oiling system of the vehicle; a check valve forcoupling to the oil supply line and for preventing flow of oil into theturbocharger when the engine is not running; an oil drain line forcoupling between the turbocharger and the pump; oil return line forcoupling between the pump and the oiling system of the vehicle; and afirst duct for delivering air from the turbocharger to a throttle bodyof the engine.
 25. The kit of claim 24, further comprising secondexhaust plumbing for coupling to the turbocharger and exiting exhaustfrom the turbocharger.
 26. The kit of claim 24, further comprisingmounting hardware for mounting the pump to an underside of the vehicle.27. The kit of claim 24, further comprising an electrical harness,switch, and relay for providing variable voltage to the oil gear pump toadequately meet the varying flow requirements of the turbocharger whilereducing the noise output of the gear pump when flow requirements areminimal.
 28. The kit of claim 24, further comprising ducting andhardware for mounting a mass air flow sensor.
 29. The kit of claim 24,further comprising pressure hose and fittings to connect the vehiclefuel pressure regulator to the intake tube, intake manifold, or morespecifically to the exhaust system between the engine and theturbocharger.
 30. The kit of claim 25, wherein the second set of exhaustplumbing is configured to suspend the turbocharger
 31. The kit of claim24, further comprising an oil return coupling comprised of an engine oilfill cap with a fitting for coupling to the oil return line.
 32. The kitof claim 24, further comprising an air filter for coupling to theturbocharger.
 33. The kit of claim 24, further comprising a wastegatefor coupling between the first exhaust plumbing and the second exhaustplumbing.
 34. The kit of claim 24, further comprising a wastegatecontrol system comprised of a switch, two-way valve, pressure regulator,wiring harness, and necessary fittings and hoses for adding regulatedboost pressure to increase spring rate of wastegate, allowing theincrease or decrease of boost pressure while driving said vehicle. 35.The kit of claim 24, further comprising a water injection systemconfigured for coupling to the charge air tube for injecting water intothe flow of gases exiting the turbocharger compressor to cool the intakecharge and combustion temperatures.
 36. The kit of claim 24, furthercomprising a wastegate control system for regulating boost pressure. 37.The kit of claim 24, further comprising a pump controller for varyingthe speed of the pump according to engine speed.